Bicycle-gearing.



2 SHEETS-SHEET 2E l W @Zrqws INVENTOR No. 754,537T A PATBNTED MAR. 15;1904.' H.-.P. MAYNES. f `BIGYGLB GBABING.

AIPLIOATION FAILED 00T. 6, 1903.

No IODBL v WITNESSES:

Normes?.

UNITED STATES vIatented March 15, 1904.

HYLA F. MAYNE S, OF CORNING, NEW YORK.

BICYCLE-GEARING. f

SPECIFICATION forming part of Letters Patent No. 754,587, dated March15, 1904.

Application filed October 6, 1903. Serial No. 175,934. (No model.)

T all whom it muy concern.-

Be it known that I, HYL F. MAYNES, a citizen of the United States ofAmerica, and a resident of Corning, county ofSteuben, Statev of NewYork, have invented certain new and useful Improvements inBicycle-Gearing, of which the following is a specification, referencebeing had to the accompanying drawanism by which change is made from onedrivi ing speed to another.

The objects of my invention are, first, to simplify the construction ofthe device, lessen the cost of manufacture, and reduce' the' number ofparts; second, to render the interior of the device easily accessible byproviding for the ready removal of the parts from both ends of the hub,and, third, to operate the clutchcontroller by connection with the highand low speed sleeves only and without employment of a supplementalclutch mechanism 'in connection with the stationary axle, as has beenemployed for this purpose heretofore.

I will now proceed to describe bicycle-gearing embodying my inventionand will then point out the novel features in claims.

Inthe drawings, Figure 1 shows a view in central longitudinal section ofa bicycle-gearing embodying my invention. Fig. 2 shows a View intransverse section, the section being taken upon the plane of the line 22 of Fig. 1. Fig. 3 shows a view in transverse section, the sectionbeing taken upon the plane of the line 3 3 of Fig. 1. Fig. 4 shows aview in transverse section, the section being taken upon the plane ofthe line 4 4 Aof Fig. ,1. 'Fig.` 5 shows a View in transverse section',the section being taken upon the plane of the line 5 5 of4 Fig.` 1. Fig.6 is a detail outside view 0f the clutch-controlling mechanism, togetherwith portions of the high and low speed sleeves.

In the embodiment of my invention herein nat'ed inthe drawings as awhole by the reference character 4 and comprises a shell 5, carrying atone end a ball-race 6, between which and the end of the shaft isremovably clamped a' Adriving member 7 and supporting at the other end agear-carrier 8 and an end support and ball-race 9. The gear-carrier 8 isfitted with a sliding lit upon the inner end of the shell 5 and securedthereto against relative rotation by means of a key or feather 10.'Ball-bearings 11 support the low-speed sleeve 4 rotatively upon thestationary axle l at one end, and ball-bearings 12 support the same atthe other end.

The high-speed sleeve comprises a shell or hub 13 and an internalgear-ring 14. The inner end of the high-speed sleeve rests upon and issupported by the low-speed sleeve, while the end nearest the gear-ringis provided with a ball-bearing 15, arranged between it and thelow-speed sleeve.

A stationary gear 16 is shrunk upon or otherwise rigidly secured to thestationary spindle 1, and planetary gear-wheels 17, supported upon studs18, carried by the low-speed sleeve, mesh with the teeth of the saidstationary gear 16 and with the teeth of the internal gear-ring 14 ofthe high-speed ring.

A ball-clutch 19 is arranged between the shell of the high-'speed sleeveandthe hub 3, and another ball-clutch 20 is arranged between the saidhub 3 and the low-speed sleeve. The respective sleeves are provided withpockets into which the balls may be received when not in operativeposition, such pockets being shown more clearly in Figs. 2 and 4 of thedrawings, (and the balls being shown as contained in the pockets in Fig.4,) while the hub IOO is provided at its interior with notches to re-Vceive the balls when operatively acting as a clutch. The portion of thelow-speed sleeve coacting with the clutch-balls is designated in thedrawings by the reference-numeral 22.

The clutch 19, operating in connection with the high-speed sleeve, istermed the highspeed clutch, and similarly the clutch 20, operating inconnection with the low speed sleeve, is termed the low-speed clutch. Inthe drawings the high-speed clutch is shown operatively connected, whilethe balls of the low speed clutch are shown as within the pockets anddisconnected from operative engagement. /Vith the parts in this positiondrive will be effected as follows: Power being applied to the drivingmember 7 and the lowspeed sleeve revolved thereby at the same speed asthe driving member, a planetary motion will be imparted to the planetarygears 17 around the stationary gear 16 and a driving movement thustransmitted to the highspeed sleeve by reason of the engagement of thesaid planetary gears with the internal gear-ring 14. The high-speedclutch 19 at such times locking the high-speed sleeve with the hub 3,the hub will be rotated at the same speed as the high-speed sleeve, andhence at a relatively high speed with respect to the speed of rotationof the driving member and the low-speed sleeve. With the position of theclutches 19 and 2O reversed-that is to say, with the low-speed clutch 20in operative position and the high-speed clutch held out of operativepositionthe drive will be direct from the low-speed sleeve to the hub,while the high-speed sleeve will at such time be rotated freely at itshigh rate of speed, but being out of clutch connection with the hub willnot affect it.

I will now proceed to describe the means for changing from one drivingspeed to the other-that is to say, from a driving connection through oneof said sleeves to a driving connection through the other. Such changeis effected by a back-pedaling movement of the power-transmitting memberand-without the employment of any operating devices other than thosedirectly connected to or operated by the power-transmitting meansitself. The clutch controlling mechanism comprises a pawl-carrier 21,fitted to and carried by the shell 'of the low-speed sleeve. Thepawl-carrier 21 frictionally engages the said shell and for this purposemay conveniently be made in the form of a split ring sprung upon theshell 5 and clasping it with a yielding pressure. This split ring isprovided with a lateral projection 23, received within a recess 24 inthe end of the shell 13 of the high-speed sleeve. The length of therecess in the plane of rotation of the device is greater than the lengthof the projection 23, so that a limited movement or play is permittedtherein. The projection 24 has a radial lug 25, to which is secured aspring-pawl 26. A retaining-ring 27 rigidly secured to the end of theshell 13, maintains the said pawl-carrier in proper relation to theshell 13 of the high-speed sleeve. A cam-ring 28 is rotatably mountedupon the shell 13 of the high-speed sleeve and is provided withlaterally-projecting ratchet-teeth 29, arranged to be engaged by thepawl 26. A stop-pawl 30,

carried by the ring 27, rigid with the highspeed sleeve, also engagesthe ratchet-teeth 29 of the ring 28. Upon its outer periphery the ring28 is provided with a cam-groove 31. A clutch-controlling sleeve 32 iscarried by the high-speed sleeve, at one end being supported upon thering 28 and at its opposite en d provided with lingers 33, which rest inrecesses in the shell 13, 'leading to the pockets in the shell forreceiving the clutch-balls of the highspeed clutch 19. The connection ofthe clutchcontrolling sleeve 32 with the highspeed sleeve is such as tocompel rotative engagement therewith, but to permit limited relativemovement longitudinally thereof. At its end opposite to the end havingthe fingers 33 the said sleeve is provided with one or moreinwardly-projecting studs or cam-followers 34, which are received withinthe cam-groove 31 in the ring 28. The cam-groove 31 follows a zigzagcourse around the periphery of the ring 28, the angular advance for aperiod of any continuous longitudinal movement in one direction beingequal to the distance between two of the ratchet-teeth.

With the parts in the position in which they are shown in the drawings,and particularly with reference to Fig. 6, it will be seen that when theteeth or projections 34 are in a position in the cam-grooves farthestaway from the high-speed clutch the fingers 33 of the said sleeve 32will be out of the path of the balls-of the said high-speed clutch, andhence will not interfere with their operation. A rotation of the ring 28with respect to the high-speed sleeve, and hence with respect to theclutch-controller sleeve 32, will cause the studs or followers 3ft toengage with the camgroove 31 at points nearest to the high-speed sleeveand in their movement from one position to the other will move theclutch-controlling sleeve 32 longitudinally upon the high-speed shell,so as to bring the fingers 33 into the path of movement of the balls ofthe high-speed clutch 19, and thus prevent their operation.

To explain the operation of the clutch-controller, the parts may beconsidered to be in the position in which they are shown in thedrawings-that is to say, the clutch-controlling sleeve 32 in itsposition farthest away from the high-speed clutch and the balls of thehigh-speed clutch operatively connecting the high-speed sleeve with thehub 3. During this time the balls of the low-speed clutch 2O will beoverrun, and so will not prevent free relative rotation of the low-speedsleeve IOO IOS y IZO 4i with respect to the hub 3, Ythe low-speed sleeveat such time rotating at 'a lower rate of speed than the hub 3.

The high-speed sleeve 13, which rotates at f -power-transmitting member7 be held stationary, both ball-clutches 19'and 20 will beoverhigh-speed sleeve and the pawl-carrier to move together; but duringthe relative'movement, as just explained, the ring 28 will have beenmoved with the pawl-carrier, by reason of the -pawl connectiontherewith, a distance equal to the free play of the projection 23 withintherecess 24.. This is also adistance between two of the ratchet-teeth29 and a distance between one of the inner points and one of the outerpoints the hub. When the forward driving movement takes place, arelative movement of the pawl-carrier and the high-speed sleeve willagain be effected, but in the opposite direction time rotate freely. Thenext back-pedaling movement, similar to the foregoing, will shift thecontrolling-sleeve back to the position in which it is-shown in thedrawings, whereby the device willv be again driven at the highest speed,and similar subsequent movements will change from one speed to theother, as will be readily understood.

It will be obvious that the foregoing is but one embodiment of myinvention and that the same is capable of many'and varied .modificationswithin the spirit and scope ofmy invention and, further, that certainIparts' may be employed in connection with other parts of dierentconstruction. Hence I do not desire to be limited only to the precisedetails of construction and combination of parts herein.

What I claim isl. In bicycle-gearing, the combination with a wheel-huband a stationaryaXle therefor, of a driving-sleeve rotatably mountedbetween the aXle and the hub, said sleeve composed -of two parts, onetelescoped upon the other,

and provided with a key locking the two parts together against relativerotation, but permitting relative longitudinal movement, one

portion of said sleeve at one end supporting a power-transmittingmember, and the other portion of said sleeve at the other end carrying agear. Y

2. In bicycle-gearing,'the combination with a wheel-hub and a stationaryaXle, of two driving-sleeves concentrically mounted between the hubandthe axle, gearing connecting the sleeves together to rotateatdifferent speeds, and clutch mechanism between the sleeves and the huboperatively connecting the hub with one orother of the said sleeves, anda powertransmitting member secured to one of the said sleeves at the endopposite to the end at which the gearing is arranged, the said sleeve Ycarrying the power-transmitting member composed of two parts slidablyconnected together but locked against relative rotation.

3. In bicycle-gearing, the combination with a wheel-hub, a stationaryaXle, two concentric driving-sleeves arranged between the hub and theaXle, and gearing connecting the sleeves together to rotate at differentrelative speeds, of a clutch-controlling sleeve carried by thehigh-speedsleeve and locked thereon-against relative rotary movement, aclutch controlled by said clutch-controlling sleeve, and means forshifting the said clutch-controlling sleeve longitudinally with respectwhich it is mounted.

4. In bicycle-gearing, the combination with a wheel-hub, a stationaryaXle, two concentric driving-sleeves arranged between the hub and theaxle, and gearing connecting the sleeves together to rotate at differentrelative speeds, of a clutch-controlling sleeve carried by thehigh-speed sleeve and locked thereon against relative vrotary movement,a clutch controlled by said clutch-controlling sleeve, and meanscontrolled by a back-pedaling movement for to the sleeve on IOO shiftingthe clutch-controlling sleeve longitudinally with respect to the sleeveon which it is mounted.V a

5. In bicycle-gearing, the combination with a wheel-hub, a stationaryaxle, two drivingcontrolling sleeve carried by one of said drivingsleeves. clutch mechanism controlled thereby, and operating means forsaid clutchcontrolling sleeve engaged by the other said driving-sleeve.

6. In bicycle-gearing, the combination with a wheel-hub, a stationaryaxle, two drivingsleeves concentrically arranged between the stationaryaxle and the wheel-hub, gearing connecting the two sleeves together torotate at different relative speeds, and a power-transmitting memberrigidly secured to one of the said sleeves, of a clutch-controllingsleeve carried by one of said driving-sleeves, clutch mechanismcontrolled thereby, and operating means for said clutch-controllingsleeve engaged by the other said` driving sleeve, the latter saiddriving-sleeve being the sleeve to which is secured thepower-transmitting member.

7. In bicycle-gearing, the combination with a wheel-hub and a stationaryaxle, two driving-sleeves concentrically arranged between the stationaryaxle and the wheel-hub, and gearing connecting the two sleeves togetherto rotate at different relative speeds, of a clutch-controlling sleevecarried by one of said driving-sleeves and locked thereto againstrelative rotation, clutch mechanism controlled thereby, a cam forshifting the clutch-controlling sleeve longitudinally with respect tothe sleeve carrying it, and means engaged by the other saiddriving-sleeve for rotatively shifting the cam.

8. In lncycle-gearing, the combination with a wheel-hub and a stationaryaxle, two driving-sleeves concentrically arranged between the stationaryaxle and the wheel-hub, and gearing connecting the two sleeves togetherto rotate at different relative speeds, of a clutch-controlling sleevecarried by one of said driving-sleeves and locked thereto againstrelative rotation, clutch mechanism controlled thereby, a cam forshifting the clutch-controlling sleeve longitudinally with respect tothe sleeve carrying it, and operating means therefor frictionallyengaged by the other said sleeve, but having a limited rotative movementwith respect to the sleeve carrying the clutch-controlling sleeve.

9. In bicycle-gearing, the combination with a wheel-hub and a stationaryaxle, two driving-sleeves concentrically arranged between the stationaryaxle and the wheel-hub, and gearing connecting the two sleeves togetherto rotate at different relative speeds, of a clutch-controlling sleevecarried by one of said driving-sleeves and locked thereto againstrelative rotation, clutch mechanism controlled thereby, a cam forshifting the clutch-controlling sleeve longitudinally with respect tothe sleeve carrying it, a pawl-carrier frictionally engaged by the othersaid sleeve, but having a limited rotative movement with respect to thesleeve carrying the clutch controlling sleeve, and a pawl carried by thepawl-carrier and arranged to engage the said cam.

10. In bicycle-gearing, the combination with a wheel-hub and astationary axle, two driving-sleeves concentrically arranged between thestationary axle and the wheel-hub, and gearing connecting the twosleeves together to rotate at different relative speeds, of aclutch-controlling sleeve carried by one of said driving-sleeves andlocked thereto against relative rotation, clutch mechanism controlledthereby, a cam-ring carried by the said driving-sleeve and engaging theclutch-controlling sleeve, said cam-ring having ratchetteeth, astop-pawl carried by the same, said driving-sleeve engaging saidratchet-teeth, a pawl-carrierfrictionally engaged bythe other saiddrive-sleeve, but arranged to have a limited rotative movement withrespect to the first said driving-sleeve, and a pawl carried by saidpawl-carrier and engaging the ratchet-teeth of said cam-ring.

l l. In bicycle-gearing, the combination with two members gearedtogether to rotate at different relative speeds, of a clutch-controllercomprising two portions, one carried by one of said members and lockedagainst relative rotation with respect thereto, and the other arrangedto have a limited rotative movement with respect to the same saidmember, but frictionally engaged by the other said member.

12. In bicycle-gearing, the combination with two members geared togetherto rotate at different relative speeds, and a clutch, ofaclutchcontroller carried by, and rotating with, the said members andengaging both said members, said clutch-controller operated by relativemovements of one said member with respect to the other.

In testimony whereof I have hereunto set my hand in the presence of twowitnesses.

HYLA F. MAYNES.

Witnesses:

C. F. CARRINe'roN, MINERVA PAPE.

IOO

